Automatic train-control system



D. H SCHWEYER. AUTOMATIC TRAIN. CONTROL SYSTEM.

APPH-CATION FILED SEPT- 6,19i6. T] m Patenwmevpt. (i; 19%.,

6 SHEETSSHEET t.

Witnesses Attbrney'sl D. H: SCHWEYER AUTOMATIC TRAINCONTROL SYSTEM.

APPLICATION FILED SEPT-6,1916

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6 SHEE1S-SHEET 2- fink enter Atwmeys D. H, SCHWEYER. AUTOMATIC TRAINCONTROL SYSTEM.

APPLICATIQN FILED sEPTL' 6, 1916.

Patentedgfipt 6 19214 S SHEETSSHEET 3.

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I l I l I l l I I l I 1 I l l l I At 'corneys D. H. SCHWEYER.

AUTOMATIC TRAIN CONTROL SYSTEM.

APPLICATION FILED SEPT-6,1915. LSSQ QQQ PatentOdSept. 6 12921.

SHEEI 4-.

6 SHEETS Attorneys D. H. SCHWEYER. AUTOMATIC TRAIN CONTBOL SYSTEM.

APPLlCATiON FILED SEPT. e, 1916. I I

Patented Sept. 6, 1921.

r .w Km i v H m E 6 S f T: v E H E H S A 6 r v M l\\ v mm mu V WitnessesAttorneys warm APPUGATION FILED SEPT- 6,1916

Patented; Swan 6 6 SHEETSSHEEI 6.

GGQO Witnesses Attorneys DANIEL HERBERT SCHWEYER, EASTON, PENNSYLVANIA.

aurom'rro TRAIN-common sYsm.

Specification of Letters Patent.

Patented Sept. 6,1921.

Application filed September 6, 1916. Serial No. 118,731.

To all'whom it may concern."

Be it known that I, DANIEL. HERBERT SoHwEYE'R, a citizen of the UnitedStates,

residing at 'Easton, in the county of Northampton and State ofPennsylvania, have invented a new and-useful Automatic Train- ControlSystem, of.which the following is a specification.

The present invention appertains to train control systems, and isparticularly an improvement over the train stopping apparatus disclosedinmy co-pending application- Serial No. 7 ,074, filed FebruaryQ, 1915.

It is the object-of the invention to provide a train control systemembodying an electrical equipment including novel cooperatand whendanger condition exists, the train will be automatically stopped.

Another object of the invention is the provision of cooperating trackand train devices whereby the train controlling equipment carriedthereby is controlled by the track devices without physical contactthere- Kbetween, induction devlces being used for thispurpose in a novelmanner.

With the foregoing and other objects in view which will appear as thedescription proceeds, the invention residesin the combinationandarrangement of parts and in the details of construction hereinafterdescribed and claimed, it being understood that changes in the preciseembodiment of the invention herein disclosed can be made within thescope of what is claimed with out departing from the spirit of theinvention.

The invention is illustrated in the accompanying drawings, whereinFigure 1 is a diagrammatical view of the pneumatic equipment. 1

Fig. 2 is an enlarged sectional view of the duplex valve, portions beingshown in elevation.

Figs. 3 and 4 are sectional views taken on the respective-lines 4-4 and55 of Fig. 2.

Fig. 5 is a sectional view of the speed or governor controlled valve,portions being shown in elevation. p v

Fig. 6 is a view similarto Fig. 5 of a modified form of speed controlledvalve.

Fig. 7 is a perspective view of the slide valve member of the deviceshown in Fig. 6. Fig. 8 is a sectional view on the line 9-9 of Fig. 9illustrating the slide valves. Figs. 9., 10and 11 are longitudinalsections on the res 'ective lines 10-.10, 11-l1 and 1212 of ig. ,8.

Fig. 12 is a perspective view of one slide valve.

Fig. 13 is a perspective view of the other slide valve of the deviceillustrated in Figs. 8, 9, 10 and 11. I

Figs. 14 and 15 are horizontal sections taken on the lines 1515 and 1616of Fig. 8. x p v Fig. '16 is alongitudinal section of the cut-off valve.I

Fig. 17 is a median section of the valve devices controlled by the clearand. caution electromagnets or electroresponsive devices.

Fig. 18 is a sectional view of the valve device which is attached to theengineers brake valve.

-Fig. 19 is a diagrammatical view of the electrical track equipment.

The present invention, generally considered, includes a pneumaticequipment 'carried by the train, streetcar, or other vehicle, and anelectrical equipment carried by the train or other vehicle andcooperating with track devices. Said equipments will be taken up indetail in the order stated.

. Pneumatic equipment.

The pneumatic system includes the main air reservoir 1 of the air brakesystem of the train or other vehicle to which reservoir an air supplypipe 2 is connected. The pipe 2 is-connected to a duplex valve 3comprising a cylindrical casing 4 formed at diametrically oppositepoints with alining ports 7-8 and 9-10 arranged. in pairs'in spacedplanes disposed side by side. Mounted for rotation within the casing 4is a turn plug 11 having the passage or bore 12 adapted to aline withthe ports 7'8 when the plug is in one position, and having a secondpassage or bore 13 adapted to aline with the ports 9---10 when the plugis in another position, said passages registering with their portsalternately, so that when the passage 12 is in register with its ports,the passage 13 .is out of registration with its ports, and vice versa.The plug 11 is further provided with a branch passage 14 extending at anangle sage 12 in communication with the port 15,

the branch passage 14 communicates with the port 7, thus connecting theport 7 with the atmosphere.

Secured to one end of the plug 11 is an angularly extending arm 16 forrotating said plug, and said arm 16 hasan outstanding lug 17 foroperating a stem 19 slidable in suitable bearings 18. The stem orspindle 19 is provided at one end with a contact head 20 adapted tocontact withand bridge the contacts 21 when the stem 19 is advanced bythe lug 17. In ordei" to normally remove the contact head or switchmember 20 from the contacts 21, a coiled wire expansion spring 22surrounds the stem 19 and has one end secured to said stem and its otherend bearing against one of the bearings 18. a

In the normal position of the arm 16, see

Figs. 1,2 and 3, the passage 12 registers 'with the port15 and thebranch passage 14 with the port 7, and when the arm 16 is swung in onedirection, the passages 12 and 14 are moved out of registration withsaid ports, andthe passage 12 is moved into reg- -1stration with theports 7 -8 thus permitting air from the main air reservoir to flowthrough the .valve 3. Upon further movement, of the arm 16, the assage12 is moved out of registration with the ports 78, and

the passage 13 is moved into registration with the ports 9-10, and inthis latter movement oi the arm, the lug 17 abuts the adjacent end ofthe stem 19 and slides saidfstem against the action of the spring 22 tobring the contact head 20 into engagement with thecontacts 21. H Y

A pair of parallel adjacent cylinders, 24.

and 36, see Figs. 8, 9, 10 and 11, have united valve casin therewith therespective valve casings 28 and 34' which are attached together asillustrated. ,T-he outer end of the cylinder 24 is Lconnected with theport 7 iof the duplex valvew3 by a pipe 27 which sup lies air undercertain conditionsinto the cy "nder 24 against the piston 25 working insaid cylinder,whichpiston is provided with a stem 26 projecting into thebore 29 of. the valve cas- -ing28o The said bore or chamber 29communicates-with the cylinder 24'at one end,

The other end of the chamber 29 is closed; A slide valve 32 is attachedto the stem 26 in any suitable manner and contacts with the valve-seat30 of the chamber 29. -The 28 is provided with (passages 23, 33, 76, 7,111 and 112 exten ing u wardly. to the valve seat 30, and the SH e valve32 is provided with a pair of cavities 31 and 49,. Normally, the piston25 is ad'- jac ent the outer end of the cylinder 24, as seen in Fig. 9,and in this posi ion of the piston 25, the slide valve 32 is in aposition with the cavit 31 establishing communication between't eassages 23 and 76, allowing the pressurev uid to charge through the'position, pressure fluid reaches the chamber 29 by way of the passage 77f since the slide valve 32 has a ort 110 registering with said passage77 w en the valve 32 isin normal position, and said port 110communicates with the chamber 29 and the. corresponding end of thecylinder 24. Thevalve casing 34 is provided with a chamber -77communicating at one-end with. the cylinder 36, and said casing 34 has alower valve seat 78 upon which a slide valve 35 is movable. This slidevalve 35 is attached to thestem'38 of a piston 37 working within thecylinder 36, and a pi e 57 is attached to the outer end of the ey inder36. The valve 35 is provided with a pair of cavities 47- -48; and thevalve casin 34 is provided with passages 43, 44, 45, 46; 9,80

34 is provided at that end of the chamber 77 remote from the cylinder 36with a port 39 to whicha pipe 119is connected. The casings 2834areprovided with a passage 40,.

sage 77. The casing .34 has a passage 42 communicating with the passage43, and pipes 115 and 115' are connected to the casing 34 incommunication with the passage A pi e 113 is connected to the passage111 of va ve casing 28, and a pipe 118 connects passages 112-and 46 ofthe two valve casings 28-34. A pipe 41 is connected-to the passage 82,and a pipe 89 is connected to the 1passage 79, whlle the passage 80'leads to t e atmosphere as does also the passage '44, fWhen the piston37 is at the inner end of'the cylinder36, while the piston 25 is at theouter end of the cylinder 24, as seen in Fig. 9,f'the passages 46, 79,44-and 80'v are 'closed by the valve 35, while cavities 47 and 485establishcommunication between the respective' passages 43-45 and 81-82,as seen in Figs. 10 and 111. When the fluid pres- ,surein the chamber 77which communicates 81 and 82 extending upwardly to the valve seat 78.,The casing,

with the cylinder 36 and in said cylinder becomes greater at the innerside of the piston 37 than at the outer side thereof, said piston willbe moved to the outer end of the cylinder 36, thereby sliding the valve35 likewise.- This'willopen the passages 46 and 79, will closepassages43 and '81, and will bring the cavities 47 and 48 intoregistration with the respective passages, 44-45 and 80'-82. Should thepiston 25 be moved from normal position toward the inner end of thecylinder 24, the valve 32 will be slidrto bring cavity 49 intoregistration with the passages 111 and 112 ,and to bring the cavity 31into registration with the passages 23 and 33. The passage 76 istherefore cut off from the passage 23, but the passage 77 beinguncovered by the valve 32 still communicates with the chamber 29.

l A speed or governor controlled valve 51 is provided, the same beingillustrated in detail in Fig. 5. This valve includes a vertical casing52 formed between its upper and lower ends with a partition 53 definingthe chambers 54 and 55. The pipe 57 above referred to is connected withthe casing 52 to communicate with the chamber 55, and at its other endis connected to the outer end of the cylinder 36. The casing 52 has aport 56 communicating with the chamber 54 and a pipe 109 is connected tothe port 56. The casing 52 is provided with another port 60 opening intothe atmosphere, and a valve member 58 is slidable through the upper endof the casin 52 and through the partition 53. Said va ve member 58 has alongitudinal passage 58 communicating at its lower end with'the chamber55, and said passage 58' is provided at its upper end with a port 59normally communicating with the port 60 and adapted to communicate withthe chamber 54 when the valve member 58 is depressed. When the valvemember 58 is de-.

pressed to bringthe port 59 in the chamber 54, the passage 58 will nowestablish communication between the two chambers 54 and 55, therebyconnecting the pipes 57 and 109. When th valve member 58 is raised, asseen in Fig. 5 the port 59 in registering with the port 60 will connectthe chamber 55 with the atmosphere.

This valve member 58 is controlled by a governor including a collar 61,rotatably carried by an arch 61 preferably mounted upon the upper end ofthe valve casin 52, and said collar is operatively connecte through themedium of a suitable gearing G to one of the axles A of the train,whereby the collar 61 is rotated at a speed proportional to the speed ofthe train. Pivotally connected with the collar 61 are upwardly'diverginglinks 62 which have pivoted to their upper remote ends governor arms 63.Said governor arms are pivoted between their ends to the links and havetheir adjacent ends pivotally connected with the upper terminal of thevalve member 58, and the lower remote ends of the downwardly diverginggovernor arms 63 have suitable weights 64. The adjacent ends of the arms63 are raised under the influence of an expansion spring 65 disposed'between collar 61 and a collar 66 mounted adjustably upon the valve.member 58 below the arms 63. Said collar 66 can be adjusted to regulatethe tension of the spring 65,'and.t o control the operation of the valvemember 58 at different speeds of the train, as will be apparent.

. When the train is traveling above a predetermined speed,.the weights64 fly outwardly by centrifugal force, thereby forcing the valve member58 downwardly into the casing 52, to bring the chambers 5455 intocommunication. The speed at which the weights 64 fly outwardly to slidethe valve 58 downwardly is determined by the tension of the spring 65,controlled by the adjustment of the collar 66. When the train is runningat a slow velocity, thatis, below a predetermined speed, the valvemember 58 will remain in-raised position, with the port 59 incommunication with the port 60 to connect the pipe 57 to the atmosphere.

A modified form of speed control valve is illustrated in Fig. 6, and maybe considered here, since it performs the same functions as the valve 51shown in Fig. 5. The modified speed controlled valve 51 embodies anupright casing 52 having the chamber 54 to which the pipe 109 isconnected, and a sliding valve member 58 is movable within the chamber54 against a valve seat 58 provided therein. The valve member 58 has astem 58 projecting upwardly and connected to the governor which is thesame as above described. The casing 52 is provided with a port 6Ocommunicating with the atmosphere, and is further provided with apassage 50 one end of which is normally closed by the valve member 58".The pipe 57 is connected to the casing 52 between the port 60 andpassage 50, and the valve member 53 has a cavity 59* connectingthe pipe57 and port 60* which leads to the atmosphere, when the valve member 58is in raised position. Said valve member being in raised position closesthe upper end of the passage 50, and when the valve member is moveddownwardly, it closes the port 60 andthe cavity 59 then establishescommunication between the pipe 57 and the upper end of the passage 50,thereby connecting the pipes 57 and 109 by way of the chamber 54,passage 50, and cavity 59*.

The numeral 67, see Fig. 16, designates a cut off valve embodying thecasing 68 provided between its ends with a valve seat 69 against which avalve disk or head 70 is seatable. This valve disk 70 has a stem 71,sl-idable throughone end of the casing 68 face of the piston 72,tending to move the piston 72 away from the casing 68 to unseat thevalve disk 70. The pipe 113 above mentioned is connected to the casing68 to communicate therewith at the valve side of the seat 69, whilea'pipe 114 is connected to the casing 68 to communicate with thatchamber thereof at the opposite side of the valve seat. A pipe 120 isconnected to that end of the cylinder 73 toward which the piston 72 ismoved by the spring 75. The pipe 114 is connected with the pipe 27communicating with the port 7 of valve 3 so as to be connectedindirectly with the air supply pipe 2, but if desired, said pipe 114 canbe connected with the pipe 2 ahead of the duplex valve 3. The pipe 109extending to the speed control valve 51 is also connected to the pipe 2.The pipe 115 is connected to the pipe 27 as well as the pipe 114.

Referring now to Fig. 1 equalizing piston 84 is slidable within acylinder 83, and the upper end of the cylinder 83 is connected by ashort pipe 85 with one end of the auxiliary or equalizing reservoir 86in order that said cylinder will continually be in open communicationwith said reservoir. The inner end of the reservoir 86 is connected by apipe 87 to the pipe 80 through the intervention of a regulated-portcheck valve 88. The pipe 89 is also connected to the pipe 87.Anexpansion reservoir 90 is connected to the pipe 41. The lower portionof the cylinder 83 is always in open communication with the train linepipe 121 by means of a pipe 91 connecting the cylinder 83 between itsends with the pipe 121. A pipe 92 connects the pipe 91 with the pipe120, and is also connected to the port 9 of the duplex valve 3. Thepiston 84 has attached thereto a valve 95 which when the piston 84 ismoved downwardly. closes the end of a pipe 96, and when the piston 84 israised, the valve 95 is unseated to permit the air within the lowerportion of the casing 83 to bleed to the 'atmosphere by way of the pipev98.

A cylinder 93 has one end connected by a short pipe 94 with the pipe 92,and a piston 97 works within the cylinder 93. That end of the cylinder93 remote from the pipe 94 has an adjusting collar 99 similar to thecollar 74, and a coiled wire expansion spring 98 is disposed between thecollar 99 and the piston 97 tending to force said piston t0- ward thepipe 94. The piston 97 has a stem 100 passing slidably through thecollar 99, and an insulated switch member 101 is carried by theprotruding portion of the stern 100 and is normally spaced from acontact 102 when the piston 97 is moved against the spring 98 tocompress it. When the pres sure of air is reduced in the pipe 92, thepiston 97 is moved toward the pipe 94 under the influence of the spring98, which will bring the switch member 101 into engagement with'thecontact 102 to close an electrical circuit. This circuit also includes apair of insulated contacts 132 projecting within the chamber 29 of thevalve casing 28 and arranged for the engagement of an insulated peg orswitch member 133 carried by the slide valve 32, in order that when thevalve 32 is moved to the left,'as seen in Fig. 9, by the similarmovement of the piston 25, the switch member 133 will engage thecontacts 132 to bridge the gap between them.

It may be here stated that the slide valve 32 carries a spring 32*bearing against that wall of the chamber 29 opposite the seat 30,

to hold the valve 32 seated, and the valve 35 carries a similar spring35 for holding it seated.

Considering the operation of the parts so far described, the plug 11 ofthe duplex valve'3 is normally in a position with the passage 12 inregister with the port 15 and the branch passage 14 in register with theport 7, thus establishing communication between the outer end of thecylinder 24 and the atmosphere by way of the pipe 27, port 7, passages14-12 and port 15.- The air within the casing 28 will therefore forcethe piston 25 toward the outer end of the cylinder 24 taking with it theslide valve 32. As long as the valve plug 11 remains in this positionand the valve member 58 is raised under the action of the spring 65, theslide valve 35 will remain at the right hand end of'the chamber 77, asseen in Fig. 9, due to the fact that the piston 37 will be moved awayfrom the chamber 77 by the air pressure, and the air adjacent the outerend of the cylinder 36 will be forced to the atmosphere by way of thepipe 57, chamber 55, passage 58', and ports 59-430. Furthermore, in thisposition of the valve plug 11 and valve member 58, the valve member 32is in a position to cut off communication between the passages 111 and112, and between the passages 23 and 33, while communication isestablished between the auxiliary reservoir 86 and chamber 29 by way ofthe pipe 87 check valve 88 which opens in a direction away from thereservoir 86, pipe 80, passage 23, cavity 31 and passage 76. The piston25 is therefore forced toward the outer end of the cylinder 24.Communication is estabin valve seat 78 by way of the pipe 118.

The pressure fiuid'in flowing into the'upper end of the cylinder 83 fromthe auxiliary reservoir recharges the cylinder'83, due to the fact thatthe train line air pressure has previously been reduced and is lessunderneath the piston 84 than the air pressure from the reservoir 86,which will result in the valve 95 bein seated due to the downwardmovement oi the piston 84, thereby preventing anyiurther reduction ofthe train line pressure. As long as valves 32 and 35. remain in normalposition (at the right as seen in Fig. 9), passages 43 and 81 of valveseat 78 will be closed bythe valve 35, and the expansion reservoir 90will be in communication with the atmosphere by way of the pipe 41,passage 82, cavity 48 of Valve 35, and passage 80" leading to theatmosphere. lwo' cylinders 134 and 140, hereinafter referredto indetail, are in open communication with the atmosphere by way of the pipe115 which is connected to one end of the cylinder'134 and a pipe 139connecting one end of the cylinder 140 and the pipe 115, said pipe 115communicating with the atmosphere by way of the passage 45, cavit 47 andpassage 44 leading to the atmosp ere. This establishes communication, aswill hereinafter appear, between the main reservoir pipe 2and theengineers brake valve 5, and allows the motive power to be put onthrough the movement of a rod 143 retarded by adash pot 151 (describedin detail herein-' after). When, however, the arm 16 is swung toa'position to establish communication between the ports 7 and 8 by way ofthe passage 12 in plug. 11, air from the main resermm 1 flows by we ofthe pipe 2, passage 12 and pipe 27 into tie outer end of thecylinder24,,resulting in the piston 25 being moved against the action ofair pressure in chamber 29, thereby moving the valve 32 to the left,asseen in Fig, 9. This results in coin 'n'1unication being establishedbetween the passages 111 and 112, and between the passages 23 and 33 byway of the respective cavities, 49 and 31. Should the trainberunningabove the speed determined by adjustinent of the spring 65, the governorweights 64 will; fly outwardly by centrifugal action, and the valvemember 58' will be moved downwardly to cut 08 communication between theouter end of cylinder 36 and the force the piston 37 toward the innerend of saidcylinder to slide the valve 35in the corresponding direction,which will result in passages 46,79, 44 and 80' being closed,

valve 88, pipe 80, passage 23, cavity 31,

atmosphere, and to establish communication nication byway of the cavity48 of valve 35.

Since passages 111 and 112 are now connected air can flow from pipe 2through passage 12, part of pipe 27 pipe 114, valve casing 68, pipe 113,passage 111, cavity 49, passage 112, pipe 118 to passage 46 when thetrain pipe pressure has been reduced Sulliciently to permit spring 75 toopen valve 70. Communication is also established between the auxiliaryreservoir 86 and the expansion reservoir 90 by waybf the pipe 87, checkpassage 33, passage 40, passage 81, cavity 48, passage 82, and pipe 41.The expansion of air from the auxiliary reservoir into the expansionreservoir thus efi'ectsa reduction of pressure at the top of theequalizing piston 84, causing said piston to raise and unseat the valve95, which will permit the air to bleed from the train line ipe to theatmosphere, the amount of re uction at this time being dependent uponthe relative size of the reservoirs 86 and90. Air can flow from thetrain line pipe 121 to the atmosphere by way of the pipe91, cylinder 83and pipe 96. This reduction in the train line pressure causes the spring98 to move the piston 97 downward, bringing the switch member 101 intoengagement with the contact 102, and the spring 7 5 will also move thepiston 72, to the left, openingthe valve 7 0' to permit of the flow ofair through the casing 68. I

Then the speed of the train has been reduced sufficiently, the governorweights 64 move inwardly, and restore the valve member 58 to normalposition thereby cutting off 105 communication between the pipes 57 and109, and restoring communication between, the pipe 57 and theatmosphere, whereby the, air within the cylinder 36 between the piston37 and outerend of said cylinder will be dis- 11o charged to theatmosphere, and the piston 37 moved to the outer end of said cylinderpulling with'it the slide valve 35. "W hen the slide valve 35is restoredto normal position, the cylinders 134 and 140 are connected to theatmosphere byway oi the pipe 115, passage 45, cavity 47 and port 44, Thecavity 48 now registers with passages 82 and 80 so that pressure mayexhaust from the expansion reservoir to the atmosphere by way of thepipe 41, passage 82, cavity 48 and passage 80. Passage 46 is ,nowuncovered, so that when the valve 35 is restored to normal conditions;air will be supplied to the air brake pipe from the main reservoirthrough the pipe 2, pipe 114, valve casing 68, pipe 113, passage 111,cavity 49, passage 112, pipe 118,'passage 46, chamber 77, port 39, pipe119 and pi e 121, and when the pressure in the air bra e pipe isrestored to normal, such 13o pressure overcomes the action of spring 75and slides the piston 72 with the result that the valve 67 is closed,thereby cutting oil? the communication between the air brake pipe andthe main reservoir. At the same time, the auxiliary reservoir is chargedto normal train line pressure causing the equalizing piston 84 to closethe valve 95, pressure flowing from thechamber 77 through passage 79,,

and pipes 89-87 to the auxiliary reservoir. When the arm 16 is restoredto normal position, the outer end of cylinder 24 is brought intocommunication with the atmosphere, so that the piston 25 will be movedback to normal position in the cylinder24 under the action of the air in.the chamber 29.

The cylinder 134 above referred to is pro vided therein with a piston135 provided with a piston rod or stem 136 projecting slidably throughthat end of the cylinder 134 remote from the pipe 115, and provided witha valve 137 interposed between the engineers brake valve 5 and the airsupply pipe 2. A coiled wire expansion spring 138 sur-- with a stem-142projecting slidably throughthat end of the cylinder 140 opposite thepipe 139 and having the rod 143 attached thereto. Said rod has itsterminal pivotally attached with one end of a lever 144 fulcrumedbetween its ends, as at 145, and having its other end pivotallyconnected with the stem 146 of a valve 147 located in the steam pipeleading from the steam dome of the boiler to the drive cylinders ottheengine. When air flows into the pipe 115, incident to the operation ofthe valves 3 and 58, such air passes into the cylinder 134 and slidesthe piston 135 against the action of the spring 138 to close the valve137, thereby preventing recharging of the train line through theengineers brake valve, taking the release of the brakes out of the handsof the engineer. At the same time, air passes through the branch pipe139 into the cylinder 140, and slides the piston 141 with the effect toswing the lever 144, and so actuate the valve 147 to cutoff the flow offluid from the steam chamber of the boiler to the drive cylinders of theengine. This cuts ofi" the power, and although as illustrated, the lever144 operates a steam valve, it is to be understood that this mechanismis not limited in this respect, but can be used for operating a cut-outswitch or controller, or any other device, for cutting oft the power ofthe train or vehicle whether it be propelled by steam, electricity,gasolene or the like. The-valve 147 can therefore be taken to typifymeans for cutting off the power which propels the vehicle.

A bracket 148 supported in any suitable manner by the car or vehicleforms a hearing for the sliding rod 143, and a collar 149 is secured tothe rod 143, an expansion s ring 150 being confined between the bracket148 and collar-149'. This spring 150 acts upon the rod 143 to return itto normal position, whereby to restore the valve 147 to open positionimmediately following the release of air from the cylinder 140. It ispreferable to provide a dash pot 151, or other retarding device, tolimit the speed of the rod 143 when the latter is actuated by the spring150, so as toprevent a too sudden application of the motive power due tothe opening of the valve 147. When the pipe 115 opens into theatmosphere through the passage 45, cavity 47, and port 44, the air isreleased from the cylinders 134 and 140 so that the pistons of saidcylinders are restored to normal positions.

Fixed to the rod 143 is a solenoid core 152, and a solenoid 153surrounds said rod 143 adjacent to the core 152, and said solenoid 153is connected in circuit with a generator or other source of electricalenergy 154. A conductor 123 connects one pole of the generator 154 .andone of the contacts 132, and the other of said contacts is connected bya conductor 126 with the switch member 101. The cotiperating contact 102is connected by a conductor 124 with one terminal of the solenoid 153,and the other terminal of said solenoid is connected by a conductor 125with the other pole of the generator 154, thus completing the circuit inwhich the generator 154, contacts 132, switch member 101, and solenoid153 are connected in series. One contact 21 is connected by a branchconductor 123' to the conductor 123, while the other contact 21 isconnected to the conductor 124 by the branch conductor 124. It istherefore evident that when the contacts 132 are bridged by the switchmemher 133 and at the same moment switch memher 101 touches contact 102,the circuit will be closed, and the same result is provided when theswitch member 20 bridges the contacts 21, since the contacts 21 areconnected in parallel with the contacts 132 and switch member 101. Whenthe circuit is closed in either manner, the solenoid 153 will beenergized. Thus, should slide valve 32 be moved rom normal to its otherposition under caution or safety conditions, and should the train linepressure he reduced below normal to a certain predetermined amount, thecircuit will be closed by the switch. member 133 engaging contacts 132and the switch member 101 touching contact 102, thus causing thesolenoid to be energized. When said solenoid is energized, it will tendto hold the armature core 152 against the action of the spring 150,until the tram line pressure is again restored to normal, at

der the influence of the spring 150, to open the valve 147.

In Fig. 18, there is illustrated a valve device for attachment to theengineers brake valve 5 which takes the place of the valve casing 68andvalve 70, with their connected parts, in controlling the passage ofair between pipes 113 and 114. This device embodies a cylinder 104having one end connected by a pipe. 100' with the emergency exhaust port98 of the casing 99' of the valve 5. The cylinder 104 is providedadjacent said end with the. port 103 leading to the atmosphere, andapiston 105 provided with a leather cup or follower is movable within thecylinder 104, said piston having a sleeve 108 projecting therefrom awafrom the pipe ,100'. A valve stem 127 is slldable within the sleeve 108and is pro-. vided at its end with a valve 110. A coiled expansionspring 107 surrounds'the sleeve 108 and is confined between the piston105 and a collar 116 secured upon the valve stem 127. This valve stem127projectsthrough the central opening of acap '117 secured to that end oft e cylinder 104 remote from th wpipe 100, and a coiled wire expansionspring 106 of greater tension than'the sprln .107 is disposed within thecylinder 104 an is confined between. the piston 105 and the cap 117,tending to move the piston105 toward the pipe 100 to close the port 103.When the engineer makes a service" application of the air'pressurethrough port 98', it passes on through the plpe 100" intothe cylinder104, and moves I the piston 105 par.-

t'ially away frorn'the port 103 to uncover .the same, whereby the aircan flow to the atmosphere. When the piston 105 is moved by the airpressure, air pressure must/over 'come the-tension of the s ring 106,which retards the moyement of t e piston,-and asv 'the-plston isflmoved, the spring 107 between it and ,theivalvestem 127 is compressed,said spring 107 being compressed before the valve 110 is moved. Thus,when an emergency application is made, the sudden rush of air causes thepiston 105 to completely uncover the port 103, instead of partiallyuncoverin it as in a service application, the spring 10% beingcompressed until the piston 105 strikes the end of the valve stem 127,thus moving the valve 110 positively and seating it. If the valve 110'is used in place of the'valve disk 70, for opening and closing*'- thepassage between the pipes 113 and 114, should anemergencyapplication bein which a piston 202 is movable, said pis- .is approximately one-halfthe length of the made, even when the apparatus is in the act ofre-charging the train line, the valve 110' would be positively seated,thus allowing the engineer to stop the train during the period that theapparatus is re-charging the train line. During a service application,how ever, the valve 110 is not seated positively, so that the re-charging of the train line is not disturbed.

A pneumatic mechanism is provided for operating the duplex valve 3, andis illustrated in detail in Fig. 17. This mechanism embodies ahorizontal cylinder 201 nrounted upon an appropriate support, andwithton having a stem 203 slidable through one end thereof. A secondhorizontal cylinder 204 is disposed in alinement withthe cylinder 201,and a piston 205 works therein, the piston rod or stem 203 projectingslidably through the respective end of the cylinder 204 and beingattached to the piston 205, so that the pistons 205 and 202 reciprocatein unison. The cylinder 204 is of smaller diameter than the cylinder201. A third cylinder 206 is carried by the same support and ispreferably disposed in alinement with the cylinders 201' and 204, andhas a piston 207 therein. The cylinder 206 cylinder 201, and thecylinders 206 and 204 are located at the opposite ends of and spacedfrom the cylinder 201. The cylin- ,ders 201 and 206 are of substantiallythe samediameter, and the piston 207 has a pis- 100.

ton rod or stem 208 passing slidably through one'end of the, cylinder206 andprojec'ting toward the cylinder 201. The'pro'triiding end of thestem 208 is provided with a sleeve or socket member 209 slida blyreceiving-the protruding terminal of a rod or stem 210 attached to thepiston 202 opposite the stem 203" and moving through the respectiveendof the cylinder 201.

Mounted upon the cylinders 201 and 206 arethe respective valves 211 and212 of duplicate construction, each embodying an upstanding casing 2.13provided with a chamber 214 ad'acent itsupper end, and a chamber'215 ajacent its lower-end, said charn- 115.-

bers being connected by "a passage 216 having the valve seats 217 and218 at its upper and lower ends, respectively. v Passing loosely throughthe passage 216 is a vertical stem 219 whose lower end terminates withinthe chamber 215, and said stem passes through the chamber 214 and theupper end of the casing 213. Secured to the stem 219 adjacent the lowerend thereof and within the chamber 215 is a valve disk 220 adapted toseat upwardly against the seat 218 in the uppermost position of the stem219, and secured to the stem 219 within, the chamber 214 is a valve disk221 seatable downwardly against the seat 217 when the stem 219 is in itslowermost position, said valves being seated and unseated alternately.Thus, when the valve disk 220 is seated, the valve disk 221 is unseated,and vice versa. A spring 222 is disposed within the chamber 215 andpresses the stem 219 upwardly, thereby normally tending to seat thevalve disk 220 The casing 213 is provided with a passage 223 having oneend communicating with one end of the respective cylinder, either 201 or206, and the other end of the passage 223 communicates with the passage216 between the ends-thereof. Said casing 213 also has an exhaust port224 leadin" from the chamber 214 to the atmosphere.

. pipe 225 has one end connected to the air supply pipe 2 of the airbrake. system, and its other end is connected to that end of thecylinder 204 remote from the stem 203. Leading from the pipe 225 is abranch pipe 226 connected to the casing 213 of valve 211 to communicatewith the chamber 215, and a second branch pipe 227 is connected to thepipe 226 and is connected to the casing 213 of valve 212 to communicatewith its chamber 215. The chambers 215 of the valves 211 and 212 and oneend of the cylinder 204 are thus connected with the main air reservoir.

The valves 211 and 212 are under the control of electroresponsivedevices 228 and 229, respectively, and in the present instance, each ofsaid devices embodies an electromagnet 230 mounted upon the upper end ofthe respective casing 213 around the upper protruding end of the stem219, and

an armature 231 is secured to the upper terminal of the stem 219 abovethe electromagnet, to be attracted whenthe electromagnet 230isenergized, whereby to de ress the stem 219 against the tension 0 thespring 222, to seat the valve disk 221 and unseat the valve disk 220.Ordinarily, when the electromagnets are deenergized, the valve disks 220will beseated by the springs 222, thus shut-ting off communicationbetween the pipes 226227 and the passages 216223, thus preventing theair from entering the cylinders 201 and 206. When the clear device 228is energized so as to at tract the armatures 231 thereof, the stem 219of valve 211. is moved downwardly, thus seating the valve disk 221 andunseating the valve disk 220. This permits air to flow from the pipe 226and chamber 215 into the passage 216, the valve disk 221 being seated toprevent the escape of air to the atmosphere by way of the chamber 215,thus compelling the air to flow throu h the passage 223 into the end ofthe cylin er 201, whereby to move the piston 202 to the right as seen inFig. 17. The stem 210 is drawn with the piston 202, and the stem 203 ismoved .221. The flow of air into the cylinder 201 is now shut off, andthe air would force the piston 205 backwardly to initial osition, thusforcing the piston 202 wit it. The air in the cylinder 201 ahead -of thepiston 202, would be forced outwardly through the passages 223 and 216into the chamber 214 and from thence throu h the port 224 to theatmosphere, where y the piston 202 can return to initial positionwithout interference. When the piston 202 is moved, the stem 210 thereofcan slide freely relative to the sleeve 209 without disturbing thepiston 207. The operation of the valve 212 is somewhat the same, sincewhen the caution device 229 is energized, the valve disk 221 isseatedand the valve disk 220 is unseated, whereby airwill flow by way'of thepipes 225, 226, and 227 into the chamber 215 and from thence by way ofthe passages 216 and 223 into the cylinder 206, to move the piston 207,the stem 208 thereof striking the stem 210 and moving the piston 202 andstem 203 to move the piston 205. Since the cylinder 206 is short inlength, the movement of the stem 208 is limited, whereby whenthe'p'iston is moved bythe air, the stems 210 and 203 and the 201 tomove the piston 202. The cylinder 204 and the piston 205 act as arestoring device to return the pistons 202 and 207 to initial position,when one or both of the devices 228-229 are denergized.

The stem or rod 210 is operatively connectedwith the duplex valve 3, andfor this purpose, a lever 294 is fulcrumed between its ends,'as at 295,and has one arm con nected by a pin and slot joints, as at 296, with thestem or rod 210, and the other end or arm of the lever 294 is connectedby a link 293 with the arm 16 of the duplex valve 3.

When the electroresponsive device 228 is energized, so that the piston202 is moved as above described, the lever 294 is swung to'rotate theplug 11 to bring the passages 12 and 14 thereof into register with therespective ports 15 and 7. Assuming thatthe electroresponsive device 228is normally deenergized, the piston 202 will be moved b the air, and dueto the movement of said piston, the lever 294 will be moved a fullstroke so as to bring the passa es 12-14 of the plug 11 into registerwith t e respective ports 157, whereby the cylinder 24 15 conply pipe 2being out OE, and the exhaust I with an armature switch 308.

port 10 being closed.

Should the device 228 become denergized, while the device 229'isenergized, the cylinder 201- will be connected with the atmosphere, asabove described, and thepiston.202 will ,be moved back by the piston205, until the stem 210 strikes the stem 208 .of the advanced piston207. This results in the lever 294 being moved to intermediate position,whereby the plugll is rotated to bring the passage 12 thereof intoregistration with the ports 7-8, thereby connecting the supply pipe 2with the pipes 27-115, to eflect a caution application of the brakes, asabove described, in the event of the train running above a predeterminedspeed during the time that the device 229 is energized and the device228 denergized. Should both of the devices 228-229 become energized, thepistons 202-207 will be returned to initial position by the restoringpiston 205, thus moving the lever 294 whereby "the plug 11 is rotated to.bring its passage 13 into regis-. tration with the ports 910, thuspermitting the air to bleed from the train line to the atmosphere, toprovide an emergency application of. the brakes.

In Fig. 19, a simplified electricalequipment is illustrated. The numeral300 designates track vsections, and 304 the U-shaped core of a chokecoil 305 having its terminals connected by conductors 306 and 307 v Thearmature switch 308 is controlled by an electromagnet 302 connected byconductors 301 and 303 with the rails whereby the magnet 302 isenergized and deenergized in any suitable manner. Said magnet 302 may beconnected in series with a signal operating means.

When the magnet 302 is energized, the switch 308 is closed, and whensaid magnet is denergized, said switch is opened. The train apparatusincludes a choke 0011 311 wound uponan inverted U-shaped core 311adapted to pass over the coil 305, the conductors 310 and 312 being incircuit with the electroresponsive devices 228 and 229 throughconductors 416 and 398. g

It might be further stated that no claim is made in this application forthe structure disclosed by Fig. 19, but the same is herein illustratedmerely to disclose the fact that the device is controlled by certaintraflic conditions.

Having thus described the invention,-.what is claimed as new is:

1. In a train controlling apparatus,.the combination of a brake pipe,pressurefluid supply means, a mechanism for establishing communicationbetween the brake pipe and mcation between the brakepipe and atmospherewhen the pressure in the brake pipe falls below a predetermined amount,and said mechanism including means controlled thereby for controllingthe flow of pressure fluid to and from said device in opposition tobrake pipe pressure.

2. In a train controlling apparatus, the

combination of a brake pipe; pressure fluid supply-means; a mechanismfor establish-' ing communication between thebrake pipe and atmosphereincluding a track controlled and a speed controlled valvenormallypreventing said communication, an equalizing pressure fluidoperated valve normally cutting ofl" said communication, said mechanismsupplying pressure fluid to the equalizing valve when the track andspeed controlled valves are in normal position, said track and speedcontrolled valves when moved providing for. the flow of pressure fluidfrom the equalizing valve; track and speed controlled means controllingthe track and-speed controlled valves; and means controlled by pressurein the brake pipe for establishing communication between the brake pipeand first mentioned means throu h the two first mentioned valves.

3. n a train controlling apparatus, the

combinationof a brake pipe; pressure fluid supply means; a mechanism forestablishing communication between the brake pipe and atmosphereincluding a track controlled and a speed controlled valve normallypreventing such communication, an equalizing pressure fluid operatedvalve normally cutting off such communication, the two first mentionedvalves when operated'permitting pressure fluid to flow from theequalizing valve and when in normal position permitting pressure fluidto flow to the equalizing valve; track and speed controlled meanscontrolling the respective track and speed controlled valves; and meanscontrolled by the pressure in the brake pipe for establishingcommunication between the brake ipe and first mentioned means throughthe communication between the brake pipe and atmosphere including atrack controlled and a speed controlled valve normally preventing suchcommunication, an equalizing pres sure fluid operated valve normallycutting oil such communication, an expansion reservoir, the two firstmentioned valves when in normal position-permitting pressure fluid toflow to the equalizing valve and the two first mentioned valves whenoperated connecting the equalizing valve and expansion reservoir wherebythe equalizing valve opens; track and speed controlled means controllingthe respective track and speed controlled valves; and means controlledby pres-' sure in the brake pipe for establishing communication betweenthe brake pipe and first mentioned means through the track controlledvalve when operated and speed controlled valve when in normal position.

5. In a train control apparatus, the combination of a brake pipe,pressure fluid supply means, a mechanism for establishing communicationbetween the brake pipe and atmosphere, track controlled meanscontrolling said mechanism, speed controlled means controlling saidmechanism in connection with the second mentioned means to render saidmechanism operable above a predetermined speed, an expansion reservoir,said mechanism including an equalizing pressure fluid operated valve fornormally cutting off communication between the brake pipe andatmosphere, said equalizing valve being supplied with'pressure fluidwhen the mechanism is in normal position and being connected with theexpansion reservoir when said mechanism .is operated, and means wherebythe brake pipe is recharged from the first mentioned means through saidmechanism.

6. In a train control apparatus, the'combination of a brake pipe;pressure supply means; a mechanism for establishing communicationbetween the brake pipe and atmosphere including a track' controlled andspeed controlled valve normally preventing such communication, anequalizing pressure fluid operated valve normally cutting off suchcommunication, pressurefluid operated means for operating each of thetwo first mentioned valves, an expansion reservoir, the two firstmentioned valves when in normal position permitting pressure fluid toflow to the third mentioned valve, and the I two first mentioned valveswhen operated connecting the third mentioned valve and expansionreservoir whereby the third mentioned valve opens; track and speedcontrolled means for establishing communica-v tion between the firstmentioned means andthe respective operating means of the track andspeed'controlled valves; and means con trolled by the pressurefluid inthe brake pipe for establishing communication between the brake pipe andfirst mentioned means through the track controlled valve when operatedand speed controlled valve when in normal position.

In testimony that I claim the foregoing as my own, I have hereto aflixedmy signature in the presence of two witnesses.

DANIEL HERBERT SCHWEYER.

Witnesses:

G. M. WELLER, J. G. WELLER.

